Transportation system.



W. a. CARR. TRANSPORTATION SYSTEM. APPLICATION FILED OUT. 31, 1908.

Patented Oct. 18, 1910.

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W. G. CARR.

TRANSPORTATION SYSTEM.

972,997. APPLICATION FILED OUT. 31, 1968. Patented: Oct. 18

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TRANSPORTATION SYSTEM.

' APPLIOATIOIT FILED OUT. a1, 1909. 972,997.

Patented Oct. 18,1910.

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WILLIAM C. CARE, OF BUFFALO, NEW YORK.

TRANSPORTATION SYSTEM.

To all whom it may concern:

Be it known that I, VILLIAM C. CARR, a citizen of the United States residing at Buffalo, in the county of Erie and State of New York, have invented a certain new and useful Improvement in Transportation Systems, of which the following is a specification.

This invention relates to improvements in transportation systems, and the principal object of the invention is to provide means whereby a switch may be operated by mechanism controlled from a car.

The invention also relates to certain details of construction, which will be fully and clearly hereinafter described and claimed reference being had to the accompanying drawings in which a preferred adaptation of the invention is shown.

Figure 1 is a fragmentary top plan view of a main track and siding with the switch rail in one position in full lines and in allother position in dotted lines. Fig. 2 is a side elevation of the fragmentary track shown in Fig. 1 together with its elevating supports and the car adapted to travel on said track. Fig. 3 is an enlarged transverse section on line a a, Fig. 1 through the rails, showing a front elevation of the mechanism for shifting the switch rail. Fig. 1 is a section on line b b, Fig. 3, showing a side elevation of the central rail support, the main track and a portion of the mechanism for shifting the switch rail. Fig. 5 is a fragmentary side view of one of the rails show ing the levers operated by the car for operating the switch rail shifting mechanism. Fig. 6 is a plan view of the mechanism for shifting the switch rail, the rails being omitted. Fig. 7 is an enlarged sectional plan view of one of the connecting rods forming part of the switch rail shifting mechanism. Fig. 8 is a section on line 0 0, Fig. 9 showing a plan view of the switch rail locking mechanism. Fig. 9 is a side view of the same mechanism shown in Fig. 8. Fig. 10 is a fragmentary inner side view of one of the track rails at the point where the switch rail meets therewith to illustrate how the track rail is cut out to receive the end of the switch rail. Fig. 11 is an enlarged transverse section on line cl d, Fig. 1.0. Fig. 12 is an enlarged longitudinal fragmentary sectional view through the insu- Specifieation of Letters Patent.

Application filed October 31, 1908.

Patented Oct. 18, 1910.

Serial No. 460,515.

lated joint of one of the connecting rods of the switch rail shifting mechanism.

In referring to the drawings in detail like numerals designate like parts.

In the adaptation illustrated in the accompanying drawings the invention is shown in connection with an elevated track although it is equally adapted to surface or underground tracks, the location or manner of support of the track being immaterial with regard to the working of the invention.

The main track where it extends singly or without a side track consists of the rails 1 and 2 which are mounted on transverse brackets 3 supported on the upper extremities of vertical posts 4:. The posts 4.- are preferably provided with enlarged bases 5 which are set in the ground to maintain them rigidly in upright position. These two rails 1 and 2 of the main track bend or spread gradually from each other from the beginning of the side track as shown in Fig. 1 and one of the rails forms the outside rail of the main track and the other the outside rail of the side track. The inner rails 6 and 7, respectively of the main and side tracks extend gradually toward each other in the direction of the switch rail 8. The switch rail 8 is secured at its inner extremity to a depending block 9 attached to the switch rail bracket 10 by a pin or rock shaft 11 so that it may swing in either direction to open either the main or side track. The switch rail 8 is of an inverted T shape in cross section so that the flange of the car wheel may travel on either side and its outer end is tapered from each side toward the center to enable it to fit perfectly against the side of the rail toward which it may be swung. To make a better fit, the inner surface of the rail against which the end of the switch rail is adapted to fit may be cut out as shown at 12 in Fig. 10.

The switch rail is swung in either direcconnected at its rear end to a crank 17 at the upper end of the rock shaft 15 and extends forward beyond the front extremity of the switch rail, and a lever 18 pivoted at its forward end to the one of the main rails and having slotted connection with one end of a bell crank 19 which is pivoted at its opposite end to the forward end of the rod 16.

The multi-membered connection comprises a tubular member 20, a short rod 21 having one end screwed into one end of the tubular member and its other end pivoted to the crank 14, a spring 22 within the tubular member, a rod 23 having an enlarged head 2% within the tubular member and adapted to move against the tension of the spring 22 as shown in Fig. 7, a rod 25 pivoted at one end to the crank 13 and an insulated turn buckle mechanism connecting the adjacent ends of the rods 23 and 25 and providing means for both insulating the mechanism and varying the connection in length.

The insulated turn buckle mechanism is preferably formed substantially as shown in Fig. 12 consisting of two screw threaded sleeves 26 and 27 which screw upon the respective ends of the rods 23 and 25 and have inner flanged extremities 28 and 29 which are separated from each other by an insulating disk 30, two rings 31 and 32 each of which is fitted loosely around one of the sleeves and is insulated from the flange by insulating material 33 and bolts 34 which pass through the rings 31 and 32 insulating disk 30 and insulating material 33 to rigidly secure the two sleeves together. As the threads in the sleeves extend in opposite directions, the rods 23 and 25 can be moved toward or from each other to shorten or lengthen the connection by simply turning the turn buckle. The switch rail is locked in position against the rail by a spring tensioned latch 35 the end of which engages in a notch 36 in the end of the switch rail see Fig. 8. The latch is automatically retracted to release the switch rail by a pin 37 attached to the connecting rod 16 which is adapted to contact with a lateral projection 38 on the latch near the end of the forward movement of the connecting rod 18. Two notches are cut in the end of the switch rail and a latch is attached to both rails so that the switch is locked in either of its two switching positions.

The switch rail is swung automatically by means of a roller 39 attached to the side of the car 40 which rolls on the lever 18 and gradually depresses it turning the bell crank and moving the connecting rod 16 forward, see Figs. 2 and 5. This rocks the vertical shaft 15 through the crank 17 and draws out the tubular member 20 extending the connection against the tension of the spring. At or near the limit of the range of movement the latch 35 is retracted automatically by the pin 37 to release the switch rail which is then automatically swung across to the opposite rail by the tension of the spring 22. To additionally support and maintain the switch rail in perfect horizontal alinement with the rail, an angular rod 41 is extended from the inner end of the switch rail which carries a roller 42 at its outer end adapted to roll on the under surface of a short transverse track bar 43 attached to and extending between the inner rails, see Fig. 4. A roller may be located on either side of the car to throw the switch in either direct-ion and open either the main track or the side track as desired.

It will be observed that the switch operating mechanisms are entirely independent of each other and are operated from opposite sides of a car, being connected to opposite rails of the track.

The great advantage of this invention is that the car can be arranged before starting out to automatically throw theswitch in either direction without the service of an operator.

I claim 1. In a transportation system, a main track, a side track, a switch rail pivoted at one end and mechanism for throwing the switch rail including a transversely extending spring tensioned multi-membered connection attached to the pivot of the switch rail and a car on the track having means controlling the switch throwing mechanism.

2. In a transportation system, a main track, a side track, some at least of the rails of said track serving as conductors of electricity, a switch rail pivotally supported at its inner end and mechanism for throwing the switch rail including an extensible connection consisting of a plurality of members one at least of which is of insulating material, said connection being attached at its inner end to the pivot of the switch rail and at its outer end to one of the rails of the track.

3. In a transportation system, a main track, a side track, some at least of the rails of said tracks serving as conductors of electricity, a switch rail pivotally supported at its inner end and mechanism for throwing the switch rail including an extensible connection consisting of a plurality of members one at least of which is a turn buckle, said turn buckle being composed at least in part of insulating material, said connection being attached at its inner end to the pivot of the switch rail and at its outer end to one of the rails of the tracks.

4. In a transportation system, a main track, a side track, a pivoted switch rail and means operated from a car for throwing the switch rail in either direction including two approximately oppositely extending connections which are attached at their inner ends to the pivot of the switch rail. and are supported at their outer ends from opposite outer rails of the track.

5. In a transportation system, a main track, a side track, a single switch rail nav ing its inner end pivoted centrally between the tracks and adapted to be swung into operating position in either direction and means extending in the rear of and inclependent of its pivot for supporting the switch rail in horizontal position; said means consisting of a rod extending rearwardly from the inner end of the switch rail and carrying a roller and a transversely extending curved support against the lower surface of which the roller travels.

6. In a transportation system, a track, a switch rail therefor having a rock shaft de pending from its inner end which forms a supporting pivot for the switch rail, a crank extending from the rock shaft and mecha nism for operating the switch rail including a transversely extending element connected at its inner end to the crank, and a plurality of operatively connected elements having connection with the outer end of the transversely extending element.

7 In a transportation system, a track, a switch rail therefor having a rock shaft depending from its inner end which forms a supporting pivot for the switch rail, a crank extending from the rock shaft, and mechanism for operating the switch rail including a transversely extending element connected at its inner end to the crank and a plurality of operatively connected elements having connection with the outer end of the transversely extending element; one of said operatively connected elements normally projecting above the horizontal plane of the track and a car on the track having a projection adapted to contact with the element normally above the horizontal plane of the track.

8. In a transportation system, a track, a switch rail having a vertically depending rock shaft which constitutes a supporting pivot for the switch rail, a crank extending laterally from the rock shaft and mechanism for operating the switch rail including a transversely extended element connected at its inner end to the crank and a plurality of operatively connected elements having connection with the outer end of the trans versely extending element; one of said operatively connected elements normally projecting above the horizontal plane of the track and being adapted to be moved by a car to operate the switch rail.

9. In a transportation system, a main track, a side track, a single switch rail pivoted centrally between the tracks and adapted to be swung into operating position in either direction and means extending in the rear of and independent of its pivot for supporting the switch rail in horizontal po sition; said means consisting of a rod extending from the switch rail and carrying a roller and a support against the lower surface of which the roller travels.

10. In a transportation system, a main track, a side track, a single switch rail pivoted centrally between the tracks and adapted to be swung into operating position in either direction and means extending in the rear of and independent of its pivot for supporting the switch rail in horizontal position; said means consisting of a rod extending from the switch rail and carrying a roller and a supporting track for said roller.

11. In a transportation system, a main track, a side track and a single switch rail, in combination with two independent means each of which is adapted to operate oppositely to the other for throwing the switch rail in either direction; said means including two transversely extending elements which are connected at their inner ends to the switch and extend oppositely to each other to within operative proximity of the rails of the main track. I

12. In a transportation system, a main track, a side track and a single switch rail pivotally supported from the tracks, in combination with two independent means each of which is adapted to operate oppositely to the other for throwing the switch rail in either direction; said means including two transversely extending elements which are connected at their inner ends to the pivot of the switch rail and extend oppositely to each other and a series of connected levers, rods and cranks having attachment to the outer terminals of the transversely extending elements and extending in operative proximity to one of the rails of the main track.

13. In a transportation system, a main track, a side track and a single switch rail having a rock shaft pivotally supported from the tracks, in combination with a plurality of independent switch operating mechanisms each of which is connected to the rock shaft and is adapted to throw the switch rail in a direction different to another switch opening mechanism; said independent switch operating mechanisms having actuating elements located at different points.

14. In a transportation system, a main track, a side track and a single switch rail having a rock shaft pivotally supported from the tracks, in combination with a plurality of independent switch operating mechanisms each of which is connected to the rock shaft and is adapted to throw the switch rail in a direction different to another switch opening mechanism; said inclependent switch operating mechanisms having actuating elements located at different points along the track and adapted to be operated from a car on the track.

15. A transportation system having a main track, a side track and a switch composed of two outer rails, two inner rails, a single switch rail pivotally supported from the inner rails in combination with the switch operating mechanism including a series of connected elements supported near one of the outer rails and a transverse connection attached at its outer end to one of said elements and at its inner end to the switch rail.

16. In a transportation system, a main track a side track and a single switch ra-il having a rock shaft pivotally supported from the tracks, in combination with a plurality of independent switch operating mechanisms each of which is connected to the rock shaft and is adapted to throw the switch in a direction dilferent to another switch opening mechanism.

WILLIAM C. CARR.

Witnesses;

L. M. SANGSTER, GEORGE A. NEUBAUER. 

